Valve mechanism.



PATENTED APR, 19, 1904.

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APPLIQATION FILED AUG. 16, 1901.

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No. 751,479. PATENTED A'PR.19, 1904. H. R. MASON.

VALVE MECHANISM.

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V//// //4/// //A \\\\\\V 2522mm? UNITED STATES Patented April 19, 1904.

PATENT OFFICE.

HARRY R. MASON, OF CHICAGO, ILLINOIS, ASSIGNOR TO THE VVESTING- HOUSE AIR BRAKE COMPANY, OF PITTSBURG, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

VALVE MECHANISM.

SPECIFICATION forming part of Letters Patent No. 757,479, dated April 19, 1904, Application filed August 16, 1901. Serial No. 72.245. ea model.)

ing in which there are mounted two valvular structures constructed to control the flow of fluid through passages in said casings and arranged to act in controlling such flow at different pressures. 7With said passages there are combined means for throwing the lower .pressure structure out of action in order to insure the operation of the higher pressure structure. The valvular structurerefe'rred to is particularly designed for utilization as a feed device for an engineers brake-valve in which the casing is provided with two pressure reducing devices arranged to act at different pressures and with mechanism for throwing the lower pressure-reducingdevice out of action in order to insure the operation of the higher pressure-reducing device.

In order to more clearly bring outthe character of my invention, I have shown the same as applied to an engineers brake-valve used in connection with air-brakes, the structural features being shown in preferred form in the accompanying drawings, in which Figure 1 is a side elevation of an engineers brake-valve with my improvement applied thereto. Fig. 2 is a view of the face of the main controlling-valve ofthe engineers brakevalve. Fig. 3 is a view of the main-controling-valve seat with my improvement applied at the side of the casing. Fig. 4 is avertical section taken substantially on the line 4: 4, Fig. 3, and showing the main portions of the engineers brake-valve to which my improvement is applied. Fig. 5 is a transverse vertical section through the engineers valve, the left-hand half being shown substantially on the line 5 5 and the right-hand half on the so as to more clearly illustrate the features of my invention.

Save in so far as concerns the improvement relating to my invention the brake valve shown in the accompanying drawings is of well-known construction, comprising a main body or casing 9,'having a connection 10 from a main reservoir and. another connection 11 leading to a train-pipe, a main governing or regulating valve 12, operating upon a seat 13 in the 'casing 9*and inclosed in. achamber formed by a cap" 14 and controlling divers ports and passages in the valve-seat, among which is one, 15, known as a feed-passagefi which is that passage through which air in the running position of the valve flows from the main reservoir to the train-pipe, which is at all times in open communication with the "cavity 16. The connection from the main reservoir is in open communication with the chamber which surrounds the valve 12, and air passes from thence through an opening 17 and a passage 18 into another passage 20, formed in a casing 21, in which my improved mechanism is mounted.

Referring now more particularly to Fig. 8, which shows my invention alittle more clearly, because the arrangement of the passages has been somewhat altered to bring out more clearly their relation to each other on a single view, it will be seen that the passage 20 has two branches leading to the ports '21 and 22, which are controlled, respectively, by valves 23 and 24, held shut by the springs 25 and 26, confined in the caps 27 and 28, as shown. The chamber 29 surrounding the valve 23 is in direct communication with the outlet-passage 30, which leads ultimately to the train-pipe through the passage 31 and the passage-15, before referred to, by means of the cavity 32 in the under face of the slide-valve 12. The

4 clear in connection with my description ofthe operation of the mechanism referred to, which -is as follows: Assuming the parts to be in the position shown in the several views of the drawings, with the cook 35 open, as shown in .Fig. 8, air from the main reservoir will pass through the port 17 passage 18, and passage 20 to the under face of the valves 21 and 22, and the valve 2 L being set to open at a lower pressure, because of the spring 26 above the same being weaker than the spring above the Valve 23, the valve 24: will open and permit air to flow past and down through the passage 34: and the cock 35 into the train-pipe by means of the communication established from the passage 30 through the passages 31 15 and the cavity in the slide-valve 32. Assuming that the strength of the spring 26 is such as to hold the valve 24 down with a pressure of, say, ten pounds to the square inch, it is obvious that to maintain a pressure of ninety pounds in the train-pipe it will be necessary for the maindrum pressure to increase to one hundred pounds before the valve 24 will open and feed the train-pipe from the main reservoir. If now it be desired to carry a lower pressure in the trainpipesay seventy pounds with ninety pounds in the main reservoir, assuming the spring 25 to be set to hold a pressure of twenty pounds on the valve'23, the desired result can be accomplished by closing the valve 35,when the low-pressure valve 24:, having the ten-pound spring, although it opens, will not permit the air to reach the train-pipe on account ofthe closure of the valve 35, and then the pressure will have to be increased in the main reservoir to twenty ent pressures, and a separate valve for throw- I ing the lower pressure device out of action, in order to insure the operation of the higher pressure device, substantially as described.

2. A pressure device, comprising a casing, two valvular structures therein for controlling the flow of fluid therethrough, arranged to act at different pressures, and an independent valve for throwing the lower pressure structure out of action, in order to insure the operation of the higher pressure structure, substantially as described.

3. The combination with an engineers brake-valve of a feed device comprising a casing containing two valves controlling communication between the main reservoir and trainpipe, the valves being'set to open at different pressures, and means independent of the engineers valve for cutting the low-pressure valve out of operation.

A. The combination with an engineers brake-valve of a feed device comprising a casing containing two spring-actuated valves for controlling communication between the main reservoir and train-pipe, the springs being adjusted for different pressures, and an independent valve for cutting the low-pressure feed-valve out of operation.

In witness whereof I have hereunto set my hand in the presence of two subscribing witnesses.

HARRY R. MASON. In presence of PAUL CARPENTER, H. W. SMALLEY. 

